CN101541572B

CN101541572B - Roll rigidity controller of vehicle

Info

Publication number: CN101541572B
Application number: CN2007800442857A
Authority: CN
Inventors: 水田祐一
Original assignee: Toyota Motor Corp
Current assignee: Toyota Motor Corp
Priority date: 2006-11-30
Filing date: 2007-11-30
Publication date: 2011-12-14
Anticipated expiration: 2027-11-30
Also published as: CN101541572A; DE112007002800T5; DE112007003797A5; JP2008137446A; JP4670800B2; WO2008066207A1; DE112007002800B4; US20100318262A1; US8170749B2

Abstract

Roll rigidity of a vehicle is controlled optimally regardless of the situation of turning motion of the vehicle by estimating the transverse acceleration of the vehicle at the front wheel position and the rear wheel position, and controlling a roll rigidity varying means at the front wheel position and the rear wheel position by a controlled variable based on the transverse acceleration thus estimated. Target roll angle of the vehicle is operated based on the actual transverse acceleration of the vehicle at the center of gravity, and transverse acceleration of the vehicle at the front wheel position and the rear wheel position is operated by correcting the transverse acceleration of the vehicle at the center of gravity by a correction amount of transverse acceleration based on the yaw rate of the vehicle. Thereafter, target anti-roll moments at the front wheel position and the rear wheel position are operated based on the target roll angle and the acceleration of the vehicle at the front wheel position and the rear wheel position, and the active stabilizers of the front wheel and the rear wheel are controlled based on these target anti-roll moments.

Description

The roll rigidity controller of vehicle

Technical field

The present invention relates to the roll rigidity controller of vehicle, more specifically relate in preceding wheel location or back wheel location and have the roll rigidity controller of the vehicle of roll rate variable cell.

Background technology

Usually carry out following action at preceding wheel location and the roll rigidity controller that the back wheel location has the vehicles such as automobile of the roll rate variable cell as active stabilizing device: calculate vehicle single-piece target inclination controlling quantity based on the transverse acceleration of vehicle, and based on the front and back distribution ratio of roll rate forward trailing wheel distribute vehicle single-piece target inclination controlling quantity, calculate the target inclination controlling quantity of preceding wheel location and back wheel location thus, and control the roll rate variable cell of preceding wheel location and back wheel location based on the target inclination controlling quantity of preceding wheel location and back wheel location.

As one of this roll rigidity controller, known following: as to estimate the well-to-do degree that the transverse force of front-wheel and trailing wheel produces as being documented in Japanese documentation spy that the application applicant the applies for roll rigidity controller opening in the 2006-21594 communique, deviation size between the well-to-do degree that the well-to-do degree that the roll rate distribution ratio of calculating front and back wheel produces with the transverse force that reduces front-wheel and the transverse force of trailing wheel produce, to distribute to front and back wheel based on the vehicle single-piece target inclination controlling quantity of the transverse acceleration of vehicle based on this roll rate distribution ratio, the target inclination controlling quantity of wheel location and back wheel location before calculating thus.According to this roll rigidity controller that proposes previously, compare the roll rate of wheel location and back wheel location before the well-to-do degree that can produce according to the transverse force of front-wheel and trailing wheel is suitably controlled with the situation of the common in the past roll rigidity controller of the front and back distribution ratio that preestablishes roll rate.

Usually, because vehicle is when rotated around the centre of gration revolution and in rotation on the yaw direction of vehicle's center of gravity, therefore wheel location is different with the transverse acceleration of center of gravity with the transverse acceleration of back wheel location before, in addition, owing to vehicle's center of gravity is positioned at vehicle front with respect to the centre of preceding wheel location and back wheel location usually, therefore the transverse acceleration of wheel location and back wheel location also differs from one another before, the measures of dispersion of these transverse accelerations changes along with the situation that rotatablely moves of vehicle, also can be along with the situation of the rotation of vehicle and change even particularly Xuan Zhuan revolution radius is identical.

But, there are the following problems in aforesaid common in the past roll rigidity controller and the above-mentioned roll rigidity controller that proposes previously: the measures of dispersion of failing to consider fully and transverse acceleration different with trailing wheel position transverse acceleration in preceding wheel location changes the roll rate that comes preceding wheel location and back wheel location to be controlled along with the situation that rotatablely moves of vehicle, therefore not necessarily can carry out the control with the corresponding only roll rate of situation that rotatablely moves of vehicle.

In addition, in aforesaid common in the past roll rigidity controller and the above-mentioned roll rigidity controller that proposes previously, having roll rate variable cell in preceding wheel location with the back wheel location with vehicle is prerequisite, but following situation is not discussed: before the roll rate variable cell only is arranged under the situation of vehicle of wheel location or back wheel location, consideration measures of dispersion of wheel location and the different and transverse acceleration of trailing wheel position transverse acceleration before as mentioned above changes along with the situation that rotatablely moves of vehicle, the control of the roll rate of wheel location or back wheel location before should how carrying out.

Summary of the invention

Main purpose of the present invention is to carry out the control of the roll rate of following only vehicle in view of the problems referred to above in the roll rigidity controller in the past of the vehicle that has the roll rate control unit in preceding wheel location and back wheel location: the transverse acceleration of wheel location or trailing wheel position before estimating, with the roll rate variable cell of wheel location before controlling based on the controlling quantity of the transverse acceleration of wheel location before estimative or trailing wheel position or back wheel location, thus no matter how the situation that rotatablely moves of vehicle all carries out optimal control to the roll rate of vehicle.

According to the present invention, a kind of roll rigidity controller of vehicle is provided, have the roll rate variable cell in preceding wheel location or back wheel location, it is characterized in that, comprising: the transverse acceleration acquiring unit, obtain the transverse acceleration of the vehicle at center of gravity place; Yaw speed acquiring unit obtains the yaw speed of vehicle around center of gravity; The transverse acceleration calculating unit is based on the transverse acceleration of the vehicle of wheel location or trailing wheel position before transverse acceleration and the yaw rate calculations; And control unit, the target anti-roll moment of wheel location or trailing wheel position before calculating based on the transverse acceleration of vehicle of preceding wheel location or back wheel location respectively, and the roll rate variable cell of wheel location or back wheel location before controlling based on the target anti-roll moment of preceding wheel location or trailing wheel position respectively.

As shown in Figure 8, in the two-wheeled model of the front and back wheel of vehicle, the quality of vehicle 100 is made as M, the transverse acceleration at center of gravity 102 places of vehicle is made as Gy, front-wheel 104 and trailing wheel 106 are made as Fyf and Fyr respectively, the yaw moment of inertia of vehicle is made as Iz, the rate of change of the yaw speed γ at vehicle's center of gravity 102 places is made as γ d, the distance of the fore-and-aft direction of the center of gravity 102 of vehicle and the vehicle between preceding wheel location and the back wheel location is made as Lf and Lr respectively, because vehicular transverse direction and around the equilibrium of the power of center of gravity direction, following formula 1 and formula 2 are set up respectively.

M·Gy＝Fyf+Fyr......(1)

Iz·γd＝Lf·Fyf-Lr·Fyr......(2)

In addition, when the quality of the vehicle that will support front-wheel and trailing wheel is made as Mf and Mr respectively, mass M f and Mr are respectively by following formula 3 and formula 4 expressions, in addition, when the transverse acceleration with preceding wheel location and back wheel location is made as Gyf and Gyr respectively, because the equilibrium of the power of the lateral direction of car of preceding wheel location and back wheel location, following formula 5 and formula 6 are set up respectively.

Mf＝M·Lr/(Lf+Lr) ......(3)

Mr＝M·Lf/(Lf+Lr) ......(4)

Mf·Gyf＝Fyf......(5)

Mr·Gyr＝Fyr......(6)

By above-mentioned formula 3～formula 6 being brought into above-mentioned formula 1 and formula 2 and putting in order, following thus formula 7 and formula 8 are set up.

Gyf＝Gy+Iz·γd/(M·Lr)......(7)

Gyr＝Gy-Iz·γd/(M·Lf)......(8)

According to above-mentioned formula 7 and formula 8, based on the lateral acceleration G y of the vehicle at center of gravity 102 places and vehicle around the yaw speed γ of center of gravity 102, particularly its rate of change γ d, the lateral acceleration G yf and the Gyr of wheel location and trailing wheel position before can calculating.

According to said structure, transverse acceleration based on the transverse acceleration of the vehicle at center of gravity place and the vehicle vehicle of wheel location or trailing wheel position before the yaw rate calculations at center, the target anti-roll moment of wheel location or trailing wheel position before calculating based on the transverse acceleration of the vehicle of preceding wheel location or trailing wheel position respectively, and the roll rate variable cell of wheel location or back wheel location before controlling based on the target anti-roll moment of preceding wheel location or trailing wheel position respectively.

Therefore, target inclination controlling quantity by wheel location and the back wheel location before the vehicle single-piece target inclination controlling quantity of the transverse acceleration of vehicle is calculated of trailing wheel allocation base forward, compare with the situation of the roll rigidity controller in the past of the roll rate variable cell of wheel location based on the target inclination controlling quantity of preceding wheel location and back wheel location and before controlling and back wheel location, can be reliably and control according to the bank moment of preceding wheel location or back wheel location exactly before the roll rate of wheel location or trailing wheel position, can carry out control thus reliably with the corresponding only roll rate of situation that rotatablely moves of vehicle.

In said structure, control unit can be at least calculates the target roll angle of vehicle based on the transverse acceleration of the vehicle at center of gravity place, and calculates the angle of roll that is used for vehicle based on the transverse acceleration of the vehicle of preceding wheel location or trailing wheel position and be made as the preceding wheel location of target roll angle or the target anti-roll moment of back wheel location.

According to said structure, before can calculating the target anti-roll moment of wheel location or trailing wheel position come respectively as with the corresponding value of transverse acceleration of preceding wheel location or back wheel location.

In addition, in said structure, vehicle has the roll rate variable cell in preceding wheel location and back wheel location, the transverse acceleration calculating unit calculates the transverse acceleration of the vehicle of preceding wheel location and trailing wheel position based on transverse acceleration and yaw speed, the target anti-roll moment of wheel location and trailing wheel position before control unit can calculate based on the preceding wheel location and the transverse acceleration at the vehicle place of back wheel location respectively, and can be respectively based on the roll rate variable cell of wheel location before the target anti-roll Torque Control of preceding wheel location and trailing wheel position with the back wheel location.

According to this structure, by trailing wheel allocation base forward in the vehicle single-piece target inclination controlling quantity of the transverse acceleration of vehicle, the target inclination controlling quantity of wheel location and back wheel location before calculating, compare with the situation of the roll rigidity controller in the past of the roll rate variable cell of back wheel location with the preceding wheel location of target inclination controlling quantity control based on preceding wheel location and back wheel location, can be reliably and control according to the bank moment of preceding wheel location or back wheel location exactly before the roll rate of wheel location or back wheel location, can carry out control thus reliably with the corresponding only roll rate of situation that rotatablely moves of vehicle, and with only the roll rate variable cell situation about controlling of preceding wheel location or back wheel location is compared, can be effectively and carry out control with the corresponding roll rate of situation that rotatablely moves of vehicle reliably.

In addition, in said structure, control unit calculates the target roll angle of vehicle at least based on the transverse acceleration of the vehicle at center of gravity place, and can distribute based on the front and back of the transverse acceleration of the vehicle of front-wheel position and predefined roll rate and recently calculate the target anti-roll moment that is used for the angle of roll of vehicle is made as the front-wheel position of target roll angle, distribute based on the front and back of the transverse acceleration of the vehicle of trailing wheel position and predefined roll rate and recently calculate the target anti-roll moment that is used for the angle of roll of vehicle is made as the trailing wheel position of target roll angle.

According to this structure, the target anti-roll moment of wheel location and trailing wheel position is come conduct respectively and the value corresponding value of preceding wheel location with the transverse acceleration of back wheel location before can calculating.

In addition, in said structure, the transverse acceleration calculating unit calculates the correction of transverse acceleration at preceding wheel location or back wheel location around the yaw speed of center of gravity based on vehicle, and the transverse acceleration of the vehicle by the center of gravity place that will be obtained by the transverse acceleration acquiring unit is used respectively at the correction of the transverse acceleration of preceding wheel location or back wheel location and is revised the transverse acceleration of the vehicle of wheel location or trailing wheel position before calculating thus.

According to above-mentioned formula 7 and formula 8, before the lateral acceleration G yf of vehicle of wheel location and trailing wheel position and lateral acceleration G y (first) that Gyr can be calculated as the vehicle at center of gravity 102 places and based on the beat speed γ of vehicle around center of gravity 102, particularly based on correction (second) sum of transverse acceleration of its rate of change γ d at preceding wheel location and back wheel location, in other words, can use by lateral acceleration G y based on the correction of yaw speed γ and revise the lateral acceleration G yf and the Gyr of the vehicle of wheel location and trailing wheel position before calculating at the transverse acceleration of preceding wheel location and back wheel location with the vehicle at center of gravity place.

According to said structure, calculate the correction of transverse acceleration at preceding wheel location or back wheel location around the yaw speed of center of gravity based on vehicle, since the transverse acceleration of the vehicle by the center of gravity place that will obtain by the transverse acceleration acquiring unit respectively with preceding wheel location or afterwards the correction of the transverse acceleration of wheel location revise, the transverse acceleration of the vehicle of wheel location or trailing wheel position before calculating, therefore can consider the rotation situation of vehicle and reliably and exactly calculate before the transverse acceleration of wheel location latter trailing wheel position.

In addition, in said structure, compare when high with the speed of a motor vehicle when the speed of a motor vehicle is low, the transverse acceleration calculating unit can reduce the size of correction.

Usually, compare when high with the speed of a motor vehicle when the speed of a motor vehicle is low, reduce the transverse acceleration of vehicle, the difference of the transverse acceleration of preceding wheel location and back wheel location also diminishes, and the difference of the transverse acceleration of preceding wheel location and trailing wheel position also diminishes to the influence of motroist's sense organ.In addition, as mentioned above, owing to be based on the correction of the transverse acceleration of yaw rate variations rate around the correction of the transverse acceleration of the preceding wheel location of the yaw speed of center of gravity and trailing wheel position, therefore, be subjected to the influence of noise etc. easily based on vehicle.Therefore when the speed of a motor vehicle is low, compare when high, be preferably based on correction big or small less of the transverse acceleration of the preceding wheel location of yaw speed and back wheel location with the speed of a motor vehicle.

According to said structure, owing to when the speed of a motor vehicle is low, compare when high with the speed of a motor vehicle, size based on the correction of the transverse acceleration of the preceding wheel location of yaw speed or trailing wheel position diminishes, therefore revised transverse acceleration is because the influence of noise etc. and drastic change, thus, can when the speed of a motor vehicle is high, take into full account the rotation situation of vehicle, and the transverse acceleration of wheel location or trailing wheel position before calculating reliably and exactly, when the speed of a motor vehicle is low, the controlling quantity drastic change of the roll rate variable cell of wheel location or back wheel location before can preventing effectively.

In addition, in said structure, the transverse acceleration acquiring unit detects the actual transverse acceleration of the vehicle at center of gravity place, and calculate the estimation transverse acceleration of the vehicle at center of gravity place based on the deflection angle of the speed of a motor vehicle and wheel flutter, and based on actual transverse acceleration with estimate that transverse acceleration calculates the transverse acceleration of the vehicle at center of gravity place, when the size of actual transverse acceleration is big, hour compare the weight that can reduce to estimate transverse acceleration with the size of actual transverse acceleration.

According to this structure, owing to the estimation transverse acceleration that the deflection angle based on the speed of a motor vehicle and wheel flutter calculates is generally compared phase place in advance with actual transverse acceleration, therefore only be that the situation of actual transverse acceleration is compared with the transverse acceleration of the vehicle that is used for roll rate control, can at the rotation situation of vehicle with high responsiveness control before the roll rate of wheel location and back wheel location.

In addition, general owing to when the rotation degree of vehicle is high, compare when low with the rotation degree of vehicle, based on the deflection angle of the speed of a motor vehicle and wheel flutter and the estimated accuracy step-down of the estimation transverse acceleration at the center-of-gravity position place of the vehicle that calculates, therefore preferably compare when low with the rotation degree of vehicle based on actual transverse acceleration when the rotation degree of vehicle is high and estimate transverse acceleration and the weight of estimation transverse acceleration when calculating transverse acceleration diminishes, the size of the actual transverse acceleration that the rotation degree of vehicle can be by vehicle is judged.

According to said structure, because hour comparing the weight of estimating transverse acceleration with the size of actual transverse acceleration when the size of actual transverse acceleration is big is reduced, therefore the wheel location and the back roll rate of wheel location before actual transverse acceleration hour can be with high responsiveness control at the variation of the rotation situation of vehicle, and the size that can be controlled at actual transverse acceleration reliably is when big, estimates the bad influence of the estimated accuracy step-down of transverse acceleration under the high situation of the rotation degree of vehicle.

In addition, in said structure, yaw speed acquiring unit can detect the actual yaw speed at the center-of-gravity position place of vehicle, and calculate the estimation transverse acceleration based on the speed of a motor vehicle and deflection angle, calculate the estimation yaw speed at the center-of-gravity position place of vehicle as the long-pending of the speed of a motor vehicle and estimation transverse acceleration, calculate yaw speed based on actual yaw speed and estimation yaw speed, when the size of actual transverse acceleration is big, hour compare the weight that reduces to estimate yaw speed with the size of actual transverse acceleration.

According to this structure, owing to the estimation yaw speed that the deflection angle based on the speed of a motor vehicle and wheel flutter calculates is generally compared phase place in advance with actual yaw speed, therefore only be that the situation of actual yaw speed is compared with the yaw speed that is used for roll rate control, can at the variation of the rotation situation of vehicle with high responsiveness control before the roll rate of wheel location and back wheel location.

In addition, general owing to when the rotation degree of vehicle is high, compare when low with the rotation degree of vehicle, based on the deflection angle of the speed of a motor vehicle and wheel flutter and the estimated accuracy step-down of the estimation yaw-rate of the vehicle at the center of gravity place of calculating, therefore preferably when the rotation degree of vehicle is high, compare when low based on actual yaw speed and estimate yaw speed and the weight of estimation yaw speed when calculating yaw speed diminishes with the rotation degree of vehicle, this moment vehicle the rotation degree also can be by vehicle the size of actual transverse acceleration judge.

According to said structure, because hour comparing the weight of estimating yaw speed with the size of actual transverse acceleration when the size of actual transverse acceleration is big is reduced, therefore under the low situation of the rotation degree of vehicle, can be at the variation of the rotation situation of vehicle and with the roll rate of wheel location before the high responsiveness control and back wheel location, and under the high situation of the rotation degree of vehicle, can control the bad influence of the estimated accuracy step-down of estimating yaw speed reliably.

In addition, in said structure, the transverse acceleration acquiring unit can calculate correction about the transverse acceleration of preceding wheel location around the yaw rate variations rate of center of gravity based on the distance of the vehicle fore-and-aft direction between the center of gravity of vehicle and the back wheel location and vehicle, perhaps calculates correction about the transverse acceleration of back wheel location based on the distance of the center of gravity of vehicle and the vehicle fore-and-aft direction between the preceding wheel location and vehicle around the yaw rate variations rate of center of gravity.

According to this structure, can be reliably and the correction of the transverse acceleration of the preceding wheel location calculating exactly as find the solution from above-mentioned formula 7 and formula 8 or trailing wheel position.

Fig. 9 is an instruction diagram of seeing the vehicle that is in the anti-clockwise rotation state from the rear, in Fig. 9, and the wheel about 108L and 108R represent respectively, 110 expression car bodies.112L and 112R represent left and right sides axle spring respectively in addition, and 114L and 114R represent left and right sides bumper respectively.And 116F and 116R represent as the preceding wheel location of the roll rate variable cell that can increase and decrease bumper power and the stabilizing device of trailing wheel position, the inclination central authorities of 118 expression vehicles.

As shown in Figure 9, the quality of vehicle 100 is made as M, the transverse acceleration at center of gravity 102 places of vehicle 100 is made as Gy, will be made as Φ rt based on the target roll angle of the vehicle of lateral acceleration G y.In addition, will by axle spring 112L and 112R, be not stabilized device power control state down preceding wheel location and the roll rate of the vehicle of determined preceding wheel location such as the active stabilizing device 116F of back wheel location and 116R and trailing wheel position be made as Krf and Krr respectively.And center of gravity 102 that will be when the above-below direction of car body is watched and the distance between the inclination central authorities 118 are made as Hs, and the target anti-roll moment of preceding wheel location and trailing wheel position is made as Masft and Masrt respectively, and acceleration due to gravity is made as g.

Now, vehicle is in stable slew mode, produce predetermined anti-roll moment Marf and Marr by active stabilizing device 116F and 116R by preceding wheel location and back wheel location, the angle of roll Φ r of vehicle becomes target roll angle Φ rt thus, like this because around the equilibrium of the moment of inclination central authorities 118, following formula 9 is set up.G is an acceleration due to gravity in addition.

(Krf+Krr)Φrt＝M·Gy·Hs+M·g·Hs·Φrt-(Marf+Marr)......(9)

In addition, because the back to front ratio of the bank moment that the cantilever of front and back wheel is responsible for and the back to front ratio of roll rate are of equal value, therefore when the front wheel side distribution ratio with roll rate was made as Rsf, following formula 10 was set up.

Rsf＝(Krf·Φrt+Marf)/{(Krf+Krr)Φrt+Marf+Marr}......(10)

Set up according to following formula 9 and 10 following formulas 11 and 12.The lateral acceleration G y of following formula 11 and 12 vehicle is the transverse acceleration at center of gravity place, but as mentioned above, according to the situation about rotatablely moving of vehicle, the transverse acceleration of the preceding wheel location and the vehicle of trailing wheel position is different with the transverse acceleration at center of gravity place, perhaps differs from one another.Therefore, the transverse acceleration of the vehicle of the transverse acceleration of the vehicle of front-wheel position and trailing wheel position is made as Gyf and Gyr respectively, the lateral acceleration G y of the vehicle of following formula 11 and formula 12 is replaced into the lateral acceleration G yr of the vehicle of the lateral acceleration G yf of vehicle of front-wheel position and trailing wheel position respectively, and with following formula 11 and formula 12 be made as respectively as shown in the formula 13 and formula 14 such, can calculate regardless of the situation about rotatablely moving of vehicle thus and the situation about rotatablely moving of vehicle corresponding optimal before the target anti-roll moment Marft of wheel location and the target anti-roll moment Marrt of back wheel location.

Marf＝(M·Gy·Hs+M·g·Hs·Φrt)Rsf-Krf·Φrt......(11)

Marr＝(M·Gy·Hs+M·g·Hs·Φrt)(1-Rsf)-Krr·Φrt......(12)

Marft＝(M·Gyf·Hs+M·g·Hs·Φrt)Rsf-Krf·Φrt......(13)

Marrt＝(M·Gyr·Hs+M·g·Hs·Φrt)(1-Rsf)-Krr·Φrt......(14)

Therefore, in said structure, control unit is made as Gyf and Gyr respectively with the transverse acceleration of the vehicle of the transverse acceleration of the vehicle of front-wheel position and trailing wheel position, thereby can calculate the target anti-roll moment Marft of front-wheel positions or the target anti-roll moment Marrt of trailing wheel position according to above-mentioned formula 13 and formula 14 respectively.

In addition, general owing to act on the bank moment (MgHs Φ rt) of vehicle and be far smaller than and result from the bank moment that acts on the transverse force (centnifugal force) on the vehicle, therefore when the control of roll rate, can omit the bank moment that gravity causes.

Therefore, in said structure, control unit can calculate the target anti-roll moment Marft of front-wheel position or the target anti-roll moment Marrt of trailing wheel position according to following formula 15 and formula 16 respectively.

Marft＝M·Gyf·Hs·Rsf-Krf·Φrt......(15)

Marrt＝M·Gyr·Hs(1-Rsf)-Krr·Φrt......(16)

In addition, only have under the situation of roll rate variable cell in preceding wheel location or back wheel location at vehicle, then can only control setting the preceding wheel location of roll rate variable cell or the roll rate of back wheel location.Therefore, before the roll rate variable cell only is arranged under the situation of wheel location, can calculate the target anti-roll moment Marft of front-wheel position according to above-mentioned formula 13 or 15, only be arranged at the roll rate variable cell under the situation of back wheel location, can calculate the target anti-roll moment Marrt of trailing wheel position according to following formula 14 or formula 16.

In addition, in said structure, the lateral acceleration G yf and the Gyr of the vehicle of wheel location and trailing wheel position before the transverse acceleration calculating unit can calculate according to above-mentioned formula 7 and formula 8 respectively.

In addition, in said structure, compare when the transverse acceleration calculating unit is can be when the speed of a motor vehicle is low high with the speed of a motor vehicle and calculate little positive speed of a motor vehicle COEFFICIENT K v, and according to the lateral acceleration G yf and the Gyr of the vehicle of wheel location before above-mentioned formula 7 and formula 8 cooresponding following formulas 17 and formula 18 are calculated respectively or trailing wheel position.

Gyf＝Gy+Kv·Iz·γd/(M·Lr)......(17)

Gyr＝Gy-Kv·Iz·γd/(M·Lf)......(18)

In addition, in said structure, the transverse acceleration acquiring unit can be the transverse acceleration that first reference value is made as actual transverse acceleration when above the vehicle at center of gravity place in the size of actual transverse acceleration.

In addition, in said structure, the transverse acceleration acquiring unit can be that second a reference value is made as the yaw speed of vehicle around center of gravity with actual yaw speed when above in the size of actual transverse acceleration.

In addition, in said structure, the roll rate variable cell comprises active stabiliser, described active stabiliser has the counterrotating actuator of torsion bar that makes the stabiliser that is divided into two and this stabiliser, increases and decreases anti-roll moment by the anglec of rotation along with the increase and decrease actuator and increases and decreases roll rate.

In addition, in said structure, the roll rate variable cell can increase and decrease the rigidity of support of suspension by the spring constant of increase and decrease axle spring, thus the increase and decrease roll rate.

In addition, in this application, the position of vehicle fore-and-aft direction of front-wheel axletree and the vehicle fore-and-aft direction position of axletree of rear wheel represented respectively in the term of " preceding wheel location " and " back wheel location ".

Description of drawings

Fig. 1 be expression be applied to front wheel side and rear wheel-side be provided with active stabilizing device vehicle, based on the simple constructional drawing of first embodiment of the roll rigidity controller of vehicle of the present invention;

Fig. 2 is the diagram of circuit of the main routine of the roll rate control among expression first embodiment;

Fig. 3 is the diagram of circuit of the subroutine calculated of the transverse acceleration of expression vehicle in the wheel location to preceding wheel location and back in first embodiment;

Fig. 4 is the diagram of curves of the relation between the target roll angle Φ t of the actual transverse acceleration Gya of center of gravity of expression vehicle and vehicle;

Fig. 5 is the actual transverse acceleration Gya of center of gravity of expression vehicle and the diagram of curves of the relation between the weights omega;

Fig. 6 is the diagram of curves that concerns between expression vehicle velocity V and the speed of a motor vehicle COEFFICIENT K v;

Fig. 7 is the diagram of circuit of the subroutine among expression second embodiment transverse acceleration of vehicle of preceding wheel location and back wheel location calculated;

Fig. 8 is the instruction diagram of two-wheeled model under the anti-clockwise rotation state of the front and back wheel of expression vehicle;

Fig. 9 is an instruction diagram of seeing the vehicle that is in the anti-clockwise rotation state from the rear of vehicle.

The specific embodiment

Below, use several preferred embodiments that the present invention is described in detail with reference to the accompanying drawings.

First embodiment

Fig. 1 be expression be applied to front wheel side and rear wheel-side be provided with active stabilizing device vehicle, based on the simple constructional drawing of first embodiment of the roll rigidity controller of vehicle of the present invention.

10FL and 10FR represent the left and right sides front-wheel of vehicle 12 respectively among Fig. 1, and 10RL and 10RR represent the left and right sides trailing wheel of vehicle 12 respectively.Left and right sides front-wheel 10FL and 10FR as wheel flutter turn to via the servo steering device 14 that

tierod

14L and 14R are driven turning to of bearing circle 14A in response to chaufeur.In addition, the drive form of using the vehicle of roll rigidity controller of the present invention can be any in f-w-d, back-wheel drive, the four wheel drive.

About front-wheel 10FL and 10FR between be provided with active stabilizing device 16, about trailing wheel 10RL and 10RR between be provided with active stabilizing device 18.Active stabilizing

device

16 and 18 plays a role as anti-roll moment generation unit, promptly by on wheel location and the back spring in the wheel location before increase and decrease acts on respectively and the stabiliser power of spring between down produce anti-roll moment and be applied to vehicle (car body), and increase and decrease anti-roll moment as required.

Active stabilizing device 16 comprises: a pair of torsion bar portion 16TL and 16TR one another along the axis coaxle ground alignment extension of extending at the horizontal direction of vehicle, and a pair of arm 16AL and 16AR, are connected the outer end of torsion bar portion 16TL and 16TR respectively integratedly.Torsion bar portion 16TL and 16TR are supported by not shown car body via not shown carriage respectively and can rotate around the axis of self.Arm 16AL and 16AR come to extend at the vehicle fore-and-aft direction in the mode of reporting to the leadship after accomplishing a task with respect to torsion bar portion 16TL and 16TR respectively, and the outer end of arm 16AL and 16AR is respectively via wheel support parts or the cantilever binding of not shown rubber coating device and left and right sides front-wheel 10FL and 10FR.

Active stabilizing device 16 has actuator 20F between torsion bar portion 16TL and 16TR.Actuator 20F is by making a pair of torsion bar portion 16TL and 16TR opposite sense driven in rotation towards each other as required, thus about front-wheel 10FL and 10FR rebound inverting each otherly, during resilience, change the bounce-back that suppresses wheel, the power of resilience by twisting stress, impose on the anti-roll moment of vehicle thus in the increase and decrease of the position of left and right sides front-wheel, the roll rate of the vehicle of front-wheel position is changed.

Equally, active stabilizing device 18 comprises: a pair of torsion bar portion 18TL and 18TR, one another along the axis coaxle ground alignment extension of extending, and a pair of arm 18AL and 18AR, be connected the outer end of torsion bar portion 18TL and 18TR respectively integratedly at the horizontal direction of vehicle.Torsion bar portion 18TL and 18TR are supported by not shown car body via not shown carriage respectively and can rotate around the axis of self.Arm 18AL and 18AR come to extend at the vehicle fore-and-aft direction in the mode of reporting to the leadship after accomplishing a task with respect to torsion bar portion 18TL and 18TR respectively, and the outer end of arm 18AL and 18AR is respectively via wheel support parts or the cantilever binding of not shown rubber coating device and left and right sides trailing wheel 10RL and 10RR.

Active stabilizing device 18 has actuator 20R between torsion bar 18TL and 18TR.Actuator 20F is by making a pair of torsion bar portion 18TL and 18TR opposite sense driven in rotation towards each other as required, thus about trailing wheel 10RL and 10RR rebound inverting each otherly, during resilience, change the bounce-back that suppresses wheel, the power of resilience by twisting stress, impose on the anti-roll moment of vehicle thus in the increase and decrease of the position of left and right sides trailing wheel, the roll rate of the vehicle of trailing wheel position is changed.

In addition, because the structure itself of active stabilizing

device

16 and 18 is not main points of the present invention,, can be structure arbitrarily well known in the art as long as therefore can carry out variable control to the roll rate of vehicle.

Active stabilizing

device

16 and 18

actuator

20F and 20R are controlled by electronic control package 22.In addition, be not shown specifically in Fig. 1, but electronic control package 22 has CPU, ROM, RAM and input/output port device, they can be by microcomputer connected to one another and driving circuit constitute by amphitropic common bus.

As shown in Figure 1, the signal of the actual transverse acceleration Gya of the vehicle at center of gravity 34 places of, expression vehicle 24 detected by lateral acceleration sensor to electronic control package 22 input; , expression 26 detected by the yaw rate sensor is around the signal of the actual yaw speed γ a of the vehicle of center of gravity 34; The signal of the expression vehicle velocity V that detects by car speed sensor 28; The anglec of rotation Φ sf of the reality of the signal of the expression deflection angle θ that detects by steering angle sensor 30, the expression actuator 20F that detects by

angular sensor

32F, 32R and 20R, the signal of Φ sr.

In addition, lateral acceleration sensor 24, yaw rate sensor 26, steering angle sensor 30, angular sensor 32F, the 32R value that will when vehicle turns left, produce respectively be made as on the occasion of and detect actual transverse acceleration Gya, actual yaw speed γ a, deflection angle θ, anglec of rotation Φ sf, Φ sr.In addition, preferred lateral acceleration sensor 24 and yaw rate sensor 26 are configured in vehicle's center of gravity 34, but any of these sensors can be configured in the position beyond the vehicle's center of gravity 34, in this case, revise by method well-known in the art by the value that this sensor is come out, preferably value or the expression of the actual transverse acceleration Gay of the vehicle of expression center of gravity 34 are revised around the value of the actual yaw speed γ a of the vehicle of center of gravity 34 thus.

Electronic control package 22 calculates and weights omega is calculated the target roll angle Φ t of vehicle based on the actual transverse acceleration Gya of vehicle according to Fig. 2 and diagram of circuit shown in Figure 3.In addition, electronic control package 22, carries out low-pass filtering treatment and the estimation lateral acceleration G yhf after the low-pass filtering treatment is calculated estimating lateral acceleration G yh to the estimation lateral acceleration G yh of vehicle with estimate that yaw speed γ h calculates based on vehicle velocity V and deflection angle θ.And, the lateral acceleration G y of the vehicle of electronic control package 22 calculating roll rate control usefulness is used as the weighted mean based on the estimation lateral acceleration G yhf and the actual transverse acceleration Gya of weights omega, and the yaw speed γ of the vehicle of calculating roll rate control usefulness is used as the weighted mean based on the estimation yaw speed γ h and the actual yaw speed γ a of weights omega.

In addition, electronic control package 22 calculates based on the front wheel side distribution ratio Rsf of vehicle velocity V to speed of a motor vehicle COEFFICIENT K v and roll rate, calculates according to the lateral acceleration G yf and the Gyr of the vehicle of wheel location before above-mentioned formula 17 and 18 pairs and trailing wheel position based on the rate of change γ d of the yaw speed γ of vehicle.And the lateral acceleration G yf in electronic control package 22 based target angle of roll Φ rt, preceding wheel location and the back wheel location and the front wheel side distribution ratio Rsf of Gyr and roll rate calculate according to the target anti-roll moment Marft of wheel location before above-mentioned formula 13 and 14 pairs and the target anti-roll moment Marrt of back wheel location.

And, electronic control package 22 based target anti-roll moment Marft and Marrt calculate the actuator 20F of active stabilizing

device

16 and 18 and target anglec of rotation Φ sft, the Φ srt of 20R respectively, anglec of rotation Φ sf, the Φ sr of

control actuator

20F and 20R become cooresponding target anglec of rotation Φ sft, Φ srt respectively, thus, according to the situation that rotatablely moves of vehicle during to rotation etc. under the situation inclination of vehicle carry out optimal control.

Like this, active stabilizing

device

16 and 18 respectively as the anti-roll moment of wheel location before the increase and decrease and back wheel location increase and decrease vehicle roll rate the roll rate variable cell and play a role.In addition, lateral acceleration sensor 24, car speed sensor 28, steering angle sensor 30, electronic control package 22 plays a role as the unit of the lateral acceleration G y of the vehicle that obtains center of gravity 34 places, and yaw rate sensor 26, car speed sensor 28, steering angle sensor 30, electronic control package 22 work as obtaining around the unit of the yaw speed γ of the vehicle of center of gravity 34.

In addition, electronic control package 22 is as the lateral acceleration G yf of preceding wheel location and back wheel location and transverse acceleration calculating unit that Gyr calculates are played a role, and play a role as following control unit, described control unit calculates the target anti-roll moment Marft and the Marrt of preceding wheel location and trailing wheel position based on the lateral acceleration G yf of the vehicle of preceding wheel location and trailing wheel position and Gyr respectively, and based target anti-roll moment Marft and Marrt control the active stabilizing

device

16 and 18 as the roll rate variable cell of preceding wheel location and described back wheel location respectively.

Then, referring to figs. 2 and 3 shown in diagram of circuit the control of the roll rate among the embodiment is described.In addition, close based on the never graphic ignition lock of control of Fig. 2 and diagram of circuit shown in Figure 3 and begin till ignition lock is opened, to repeat according to preset time.

At first, in step 50, carry out the reading in of lateral acceleration G y etc. by the vehicle at lateral acceleration sensor 24 detected centers of gravity 34 places, in step 100, based on the actual transverse acceleration Gya at the center-of-gravity position place of vehicle according to calculating the target roll angle Φ t of vehicle with the cooresponding mapping of diagram of curves shown in Figure 4.In addition, in Fig. 4, dotted line is represented the relation of the angle of roll Φ of the lateral acceleration G y of the vehicle in the common in the past vehicle that stabiliser power do not increased and decreased and vehicle, and the size of target roll angle Φ t is set to the value littler than the value of dotted line.

In step 150, based on the actual transverse acceleration Gya of the center-of-gravity position of vehicle from calculating weights omega with the cooresponding mapping of diagram of curves shown in Figure 5, in step 200, according to diagram of circuit shown in Figure 3 calculate as described later preceding wheel location and the lateral acceleration G yf and the Gyr of the vehicle of trailing wheel position.In addition, weights omega is calculated as getting off: in the size of actual transverse acceleration Gya during smaller or equal to a reference value Gya1, weights omega is 0, in the size of actual transverse acceleration Gya during more than or equal to a reference value Gya2, weights omega is 1, than a reference value Gya1 in the big scope littler than a reference value Gya2, it is big that the big more weights omega of the size of actual transverse acceleration Gya also becomes gradually in the size of actual transverse acceleration Gya.

In step 250, acceleration/accel Gyr based on the acceleration/accel Gyf of preceding wheel location and back wheel location calculates the target anti-roll moment Marft of front-wheel positions and the target anti-roll moment Marrt of trailing wheel position according to above-mentioned formula 13 and 14 respectively, make the size of acceleration/accel Gyr of the acceleration/accel Gyf of described before wheel location and back wheel location big more then before wheel location target anti-roll moment Marft and after the target anti-roll moment Marrt of wheel location big more.In addition, this moment, the roll rate Krf of mass M, distance H s, vehicle and the Krr of the vehicle in the above-mentioned formula 13 and 14 were redefined for fixing value based on the specification of vehicle, the front wheel side distribution ratio Rsf that carries out variable setting roll rate according to vehicle velocity V make greater than 0 and less than 1 scope in high more then this Rsf of vehicle velocity V big more.

In step 300, calculate the actuator 20F of active stabilizing

device

16 and 18 and target angle of rotation Φ sft, the Φ srt of 20R based on the target anti-roll moment Marft of preceding wheel location and the target anti-roll moment Marrt of back wheel location respectively, in step 350, active stabilizing

device

16 and 18 is carried out control respectively, so that angle of rotation Φ sf, the Φ sr of

actuator

20F and 20R are respectively target angle of rotation Φ sft, Φ srt.

In the step 210 of the calculation routine of lateral acceleration G yf shown in Figure 3 and Gyr, with H as wheelbase, with Rg as steering gear than, with Kh as margin of stability, estimate that according to 19 pairs of following formulas lateral acceleration G yh calculates based on vehicle velocity V, deflection angle θ, vehicle velocity V and deflection angle θ, in step 215, for example by estimation lateral acceleration G yh being carried out the estimation lateral acceleration G yhf after low-pass filtering treatment is calculated the transient state compensation.

Gyh＝V2·(θ/Rg)/{(1+Kh·V2)H}......(19)

In step 220, calculate the lateral acceleration G y at the center of gravity place of the vehicle that is used to control roll rate according to following formula 20, with as estimation lateral acceleration G yhf after the transient state compensation and the weighted mean of actual transverse acceleration Gya.

Gy＝(1-ω)Gyh+ω·Gya......(20)

In step 225, calculate around the estimation yaw speed γ of vehicle's center of gravity h according to following formula 21 based on vehicle velocity V and deflection angle θ, in step 230, calculate the yaw speed γ that is used to control roll rate based on the weights omega of being calculated in the above-mentioned steps 150 according to following formula 22, with weighted mean as estimation yaw speed γ h and actual yaw speed γ around the center of gravity of vehicle.

γh＝V·(θ/Rg)/{(1+Kh·V2)H}......(21)

γ＝(1-ω)γh+ω·γa......(22)

In step 235, for example calculate the time diffusion value of the rate of change γ d of yaw speed γ as yaw speed γ, in step 240, based on vehicle velocity V from speed of a motor vehicle COEFFICIENT K v being calculated as more than or equal to 0 smaller or equal to 1 value with the cooresponding mapping of diagram of curves shown in Figure 6.Speed of a motor vehicle COEFFICIENT K v is as the calculating of getting off: vehicle velocity V during smaller or equal to a reference value V1 speed of a motor vehicle COEFFICIENT K v be 0, vehicle velocity V during more than or equal to a reference value V2 speed of a motor vehicle COEFFICIENT K v be 1, in vehicle velocity V is during greater than a reference value V1 and less than the scope of a reference value V2, and the low more then speed of a motor vehicle of vehicle velocity V COEFFICIENT K v reduces gradually.

In step 245, the lateral acceleration G yf and the Gyr of the vehicle of wheel location and trailing wheel position before calculating according to above-mentioned formula 17,18 respectively.At this moment, the distance L r of the distance L f of the vehicle fore-and-aft direction between yaw moment of inertia Iz, vehicle's center of gravity and the preceding wheel location of vehicle and vehicle's center of gravity and the back vehicle fore-and-aft direction between the wheel location is set to fixing value in advance based on each key element of vehicle.

Like this, according to graphic first embodiment, in step 100, calculate the target roll angle Φ t of vehicle based on the actual transverse acceleration Gya of vehicle's center of gravity position, in step 200, the lateral acceleration G yf and the Gyr of the vehicle of wheel location and trailing wheel position before calculating, in step 250, calculate the target anti-roll moment Marft of preceding wheel location and the target anti-roll moment Marrt of back wheel location based on the acceleration/accel Gyf of front-wheel position and the acceleration/accel Gyr of trailing wheel position respectively, in step 300, control active stabilizing device 16 based on the target anti-roll moment Marft of preceding wheel location and the target anti-roll moment Marrt of back wheel location respectively, 18.

Therefore, can calculate target anti-roll moment Marft and Marrt and be used as lateral acceleration G yf and the accurate cooresponding value of Gyr with preceding wheel location and trailing wheel position, in other words as with the accurate cooresponding value of bank moment of preceding wheel location and trailing wheel position, and the anti-roll moment of preceding wheel location and trailing wheel position can be controlled to be target anti-roll moment Marft and Marrt respectively, thus, can carry out control more reliably with the corresponding best roll rate of rotary state of vehicle, and the angle of roll of vehicle is controlled at target roll angle Φ t, and the inclination posture of the vehicle in when rotation can be controlled at reliably the posture of expectation.

At this moment, the lateral acceleration G yf and the Gyr of the vehicle of preceding wheel location and back wheel location calculate according to formula 17 and 18 in step 200.Promptly, before the acceleration/accel Gyf of wheel location add by actual transverse acceleration Gya that the correction amount Gyf about the transverse acceleration of preceding wheel location by following formula 23 expression revises and calculate that the correction amount Gyr that the acceleration/accel Gyr of back wheel location deducts the transverse acceleration of the back wheel location of being represented by following formula 24 by the actual transverse acceleration Gy with the center of gravity place of vehicle revises and calculates with the vehicle's center of gravity place.

ΔGyf＝Iz·γd/(M·Lr) ......(23)

ΔGyr＝Iz·γd/(M·Lf) ......(24)

Therefore, can be based on the rate of change γ d of the yaw speed γ of vehicle, in other words can consider that the rotation situation of the rotation of escort vehicle calculates the correction amount Gyf and the Δ Gyr of transverse acceleration exactly, therefore, can accurately calculate the lateral acceleration G yf and the Gyr of the vehicle of preceding wheel location and trailing wheel position.

Particularly, according to graphic first embodiment, detection is around the actual yaw speed γ a of the vehicle of center of gravity, in step 210, calculate the estimation lateral acceleration G yh of the vehicle at center of gravity place based on vehicle velocity V and deflection angle θ, in step 220, calculate estimation yaw speed γ h around the vehicle of center of gravity as the long-pending of the estimation lateral acceleration G yhf after the compensation of vehicle velocity V and transient state, in step 230, with as actual yaw speed γ a with estimate the weighted mean of yaw speed γ h, the correction amount Gyf of transverse acceleration and Δ Gyr are calculated based on the rate of change γ d of yaw speed γ in step 245 around the yaw speed γ of the vehicle of center of gravity in calculating.

Usually, because the phase place of estimation yaw speed γ h shifts to an earlier date than the phase place of actual yaw speed γ a, therefore compare with the situation that the correction amount Gyf of transverse acceleration and Δ Gyr are calculated based on the rate of change of actual yaw speed γ a, the lateral acceleration G yf and the Gyr that can responsibility calculate vehicle well thus can be not lingeringly control the roll rate of the vehicle of preceding wheel location and trailing wheel position.

In addition, according to graphic first embodiment, in step 230, the weights omega during with the yaw speed γ that calculates around the vehicle of center of gravity is set changeably according to actual transverse acceleration Gya, makes big more then this weights omega of size of actual transverse acceleration Gya become big gradually.As mentioned above, because the phase place of estimation yaw speed γ h shifts to an earlier date than the phase place of actual yaw speed γ a, therefore compare the yaw speed γ that can responsibility calculates vehicle well with the situation that the yaw speed γ of vehicle is set to actual yaw speed γ a, but, estimate that the reliability of yaw speed γ h reduces along with the rotation degree of vehicle improves.Therefore, according to graphic first embodiment, under the low situation of the rotation degree of vehicle, can responsibility calculate the yaw speed γ of vehicle well, and can under the high situation of the rotation degree of vehicle, reduce the possibility of the yaw speed γ that can not accurately calculate vehicle reliably.

Second embodiment

Fig. 7 is the diagram of circuit of transverse acceleration calculation routine of second embodiment of the roll rigidity controller of expression vehicle of the present invention.In addition, in Fig. 7, indicate in the step identical with step shown in Figure 3 with Fig. 3 in the identical step number of step number that marks.

In this second embodiment, the main routine of roll rate control is carried out and the identical processing of above-mentioned first embodiment according to above-mentioned diagram of circuit shown in Figure 2 except the lateral acceleration G yf and this point of Gyr according to the vehicle of wheel location and trailing wheel position before the diagram of circuit calculating shown in Figure 7 in step 200.In addition, as shown in Figure 7, carry out and the identical processing of above-mentioned first embodiment step 210 of transverse acceleration calculation routine～220,240,245.

When completing steps 220, do not carry out with above-mentioned first embodiment in

step

225 and 230 cooresponding steps, and in step 235, for example will be set at actual yaw speed γ a, and calculate the time diffusion value of the rate of change γ d of yaw speed γ as actual yaw speed γ a around the yaw speed γ of the center of gravity of vehicle.

And, according to graphic second embodiment, identical with above-mentioned first kind of situation, can consider escort vehicle rotation the rotation situation and calculate the Δ Gyf and the Δ Gyr of the correction of transverse acceleration exactly, thus, can carry out the control with the corresponding only roll rate of rotary state of vehicle reliably, and the angle of roll Φ of vehicle is controlled at target roll angle Φ t, and the inclination ability of posture control of the vehicle can be reliably with rotation the time is in the posture of hope.

Particularly, according to graphic second embodiment, because the rate of change γ d that is used for calculating the yaw speed γ of the correction amount Gyf of transverse acceleration and Δ Gyr is calculated as the time diffusion value of actual yaw speed γ a in step 235, therefore do not need to calculate estimation yaw speed γ h, therefore, compare the lateral acceleration G yf and the Gyr of the vehicle of wheel location and trailing wheel position before calculating easily with above-mentioned first kind of situation.

In addition, according to above-mentioned first and second embodiment, active stabilizing

device

16 and 18 as the roll rate variable cell is set on preceding wheel location and the back wheel location, because both roll rate of wheel location and back wheel location before the control as mentioned above, therefore with only in preceding wheel location or back wheel location the roll rate variable cell is set, and only before the control situation of roll rate of wheel location or back wheel location compare, can be effectively and carry out control with the corresponding roll rate of situation that rotatablely moves of vehicle reliably.

In addition, according to the first and second above-mentioned embodiment, in step 210, calculate the estimation lateral acceleration G yh of the vehicle at center of gravity place based on vehicle velocity V and deflection angle θ, in step 220, because the lateral acceleration G y of the vehicle at calculating center of gravity place is as the weighted mean of the actual transverse acceleration Gya and the estimation lateral acceleration G yhf after the transient state compensation of the vehicle at center of gravity place, therefore, with the transverse acceleration of the vehicle of the control that is used for roll rate is that the situation of actual transverse acceleration Gya is compared, can be with the roll rate of wheel location before the high responsiveness control and back wheel location at the variation of the rotation situation of vehicle.

In addition, according to above-mentioned first and second embodiment, weights omega in the time of will calculating the lateral acceleration G y of vehicle at center of gravity place in step 220 is also carried out variable setting according to actual transverse acceleration Gya, makes big more then this weights omega of size of actual transverse acceleration Gya become big gradually.With estimate that yaw speed γ h is identical, along with the rotation degree of vehicle uprises, the reliability of the estimation lateral acceleration G yh of vehicle also descends thereupon.Therefore, according to above-mentioned first and second embodiment, under the low situation of the rotation degree of vehicle, can responsibility calculate the lateral acceleration G y of vehicle well, and can under the high situation of the rotation degree of vehicle, reduce the possibility that accurately to calculate the lateral acceleration G y of vehicle reliably.

As previously mentioned, when vehicle velocity V is low, to compare when high with vehicle velocity V, the size of the actual transverse acceleration of vehicle diminishes, the difference of the transverse acceleration of preceding wheel location and trailing wheel position also diminishes, and the difference of the transverse acceleration of preceding wheel location and trailing wheel position also diminishes to the influence of motroist's sense organ.In addition, because based on around the correction amount Gyf of the transverse acceleration of the preceding wheel location of the yaw speed of the vehicle of center of gravity and trailing wheel position and the correction that Δ Gyr is based on the transverse acceleration of yaw rate variations rate γ d, therefore be easy to be subjected to the influence of noise etc.Therefore, when vehicle velocity V is low, compare when high with vehicle velocity V, the correction amount Gyf of the transverse acceleration of preferred preceding wheel location and trailing wheel position and Δ Gyr's is big or small less.

In addition, according to above-mentioned first and second embodiment, in step S240, calculate speed of a motor vehicle COEFFICIENT K v according to the low more then more little mode of vehicle velocity V, in step 245, because the lateral acceleration G yf and the Gyr of the vehicle of wheel location and trailing wheel position before calculating according to above-mentioned formula 17 and 18 respectively, in other words since before when vehicle velocity V is low, comparing when high with vehicle velocity V the correction amount Gyf of the transverse acceleration of wheel location and trailing wheel position and the size of Δ Gyr diminished, therefore the lateral acceleration G yf and the Gyr of the vehicle of wheel location and trailing wheel position before under the high situation of vehicle velocity V, can accurately calculating, and can prevent under the low situation of vehicle velocity V because the lateral acceleration G yf of the vehicle of wheel location and trailing wheel position and the value steep variation of Gyr before the The noise, prevent the drastic change of controlling quantity of the roll rate variable cell of preceding wheel location and trailing wheel position thus effectively.

In addition, according to above-mentioned first embodiment, because the weight in the time of will in step 220, calculating the lateral acceleration G y of vehicle at center of gravity place and in step 230 weight calculation of calculating when the yaw speed γ of the vehicle at center of gravity place be shared weight in step 150, therefore weight when calculating lateral acceleration G y and the weight when calculating yaw speed γ situation about individually calculating is compared, and can reduce the calculated amount of necessity.

In above-mentioned, understand the present invention in detail with certain embodiments, but the present invention is not limited to the foregoing description, within the scope of the invention, other various possible embodiment also are conspicuous for a person skilled in the art.

For example, in above-mentioned each embodiment, in step 210, calculate the estimation lateral acceleration G yh of the vehicle at center of gravity place based on vehicle velocity V and deflection angle θ, in step 220, the lateral acceleration G y of the vehicle at calculating center of gravity place is as the weighted mean of the actual transverse acceleration Gya and the estimation lateral acceleration G yh after the transient state compensation of the vehicle at center of gravity place, but can omit calculating, and the lateral acceleration G y of vehicle is set at the actual transverse acceleration Gya of vehicle the estimation lateral acceleration G yh of vehicle.

In addition, in above-mentioned first embodiment, in step 220, calculate estimation yaw speed γ h around the vehicle of center of gravity as the long-pending of the estimation lateral acceleration G yhf after the compensation of vehicle velocity V and transient state, in step 230, calculating around the yaw speed γ of the vehicle of center of gravity with as actual beat speed γ a with estimate the weighted mean of yaw speed γ h, but can omit the calculating of estimating yaw speed γ h and the yaw speed γ of vehicle is set at actual yaw speed γ a.

In addition, in above-mentioned each embodiment, the target anti-roll moment Marrt of the target anti-roll moment Marft of preceding wheel location and back wheel location calculates according to above-mentioned formula 13 and 14 based on the acceleration/accel Gyf of preceding wheel location and the acceleration/accel Gyr of back wheel location respectively in step 250, but target anti-roll moment Marft and marrt can revise according to following formula 15 and 16 calculating respectively.

In addition, in above-mentioned each embodiment, in step 240, calculate speed of a motor vehicle COEFFICIENT K v, v is more little for the low more then speed of a motor vehicle of vehicle velocity V COEFFICIENT K, the lateral acceleration G yf and the Gyr of wheel location and trailing wheel position before in step 245, calculating according to above-mentioned formula 17 and 18 respectively, but can omit speed of a motor vehicle COEFFICIENT K v.

In addition, in above-mentioned each embodiment, weight that will be when step 220 is calculated the lateral acceleration G y of vehicle at center of gravity place and the weight when step 230 is calculated yaw speed γ around the vehicle of center of gravity are calculated as the general-duty weights omega in the step 150, but weight when calculating the lateral acceleration G y of vehicle at center of gravity place and the weight when calculating yaw speed γ around the vehicle of center of gravity can be the weights that differs from one another, and weight is to differ from one another between weight that a reference value Gya1 of actual transverse acceleration Gya of 1 vehicle and Gya2 also can be when calculating the lateral acceleration G y of vehicle and the weight when calculating yaw speed γ around the vehicle of center of gravity.

In addition, in above-mentioned each embodiment, the target roll angle Φ t of vehicle is based on the actual transverse acceleration Gya of vehicle and calculates in step 100, weights omega is based on the actual transverse acceleration Gya of vehicle and calculates in step 150, but target roll angle Φ t and weights omega at least one can calculate based on lateral acceleration G y and revise as the vehicle of the weighted mean of the actual transverse acceleration Gya of vehicle and the estimation lateral acceleration G yhf after the transient state compensation.

In addition, in above-mentioned each embodiment, active stabilizing

device

16 and 18 as the roll rate variable cell is set on preceding wheel location and the back wheel location, but roll rigidity controller of the present invention can be useful on the following vehicle: before roll rigidity controller only is arranged on wheel location or the back wheel location, and the fixing inclination inhibition unit of roll rate as common stabilizing device is set on another of preceding wheel location or back wheel location.

Particularly, before the roll rate variable cell only is arranged on the wheel location time, calculate the target anti-roll moment Marft of preceding wheel location according to following formula 13 or 15, and the roll rate variable cell of the preceding wheel location of based target anti-roll moment Marft control, when the roll rate variable cell only is arranged on the back wheel location, according to the target anti-roll moment Marrt of above-mentioned

formula

14 or 16 calculating back wheel location, the roll rate variable cell of based target anti-roll moment Marrt control back wheel location.

And, in above-mentioned each embodiment, no matter in preceding wheel location and the back wheel location any, the roll rate variable cell of anti-roll moment increase and decrease all is active stabilizing device, but the roll rate variable cell can be the rigidity of support that for example increases and decreases suspension by increase and decrease as the elastomeric spring constant of the suspension of active wheel suspension, thereby can increase and decrease the known any means in the present technique field of roll rate, the roll rate variable cell of the roll rate variable cell of preceding wheel location and back wheel location also can be the kind that differs from one another in addition.

Claims

1. the roll rigidity controller of a vehicle has the roll rate variable cell in preceding wheel location and back wheel location, it is characterized in that, comprising:

The transverse acceleration acquiring unit obtains the transverse acceleration of the vehicle at center of gravity place;

Yaw speed acquiring unit obtains the yaw speed of vehicle around center of gravity;

The transverse acceleration calculating unit is based on the transverse acceleration of the vehicle of wheel location and trailing wheel position before described transverse acceleration and the described yaw rate calculations; And

Control unit, the target anti-roll moment of wheel location and trailing wheel position before calculating based on the transverse acceleration of the vehicle of wheel location before described and trailing wheel position respectively, and respectively based on the target anti-roll moment of wheel location before described and trailing wheel position control described before the roll rate variable cell of wheel location and described back wheel location;

Wherein, described control unit calculates the target roll angle of vehicle at least based on the transverse acceleration of the vehicle at described center of gravity place, and distribute based on the front and back of the transverse acceleration of the vehicle of described front-wheel position and predefined roll rate and recently to calculate the target anti-roll moment that is used for the angle of roll of vehicle is made as the front-wheel position of described target roll angle, distribute based on the front and back of the transverse acceleration of the vehicle of described trailing wheel position and predefined roll rate and recently calculate the target anti-roll moment that is used for the angle of roll of vehicle is made as the trailing wheel position of described target roll angle.

2. the roll rigidity controller of vehicle as claimed in claim 1 is characterized in that,

Described transverse acceleration calculating unit calculates the correction of transverse acceleration around the yaw speed of center of gravity at preceding wheel location and back wheel location based on described vehicle, the transverse acceleration of the vehicle by the described center of gravity place that will be obtained by described transverse acceleration acquiring unit use respectively at the correction correction of the transverse acceleration of wheel location before described and back wheel location calculate described before the transverse acceleration of vehicle of wheel location and trailing wheel position.

3. the roll rigidity controller of vehicle as claimed in claim 2 is characterized in that,

Described transverse acceleration calculating unit is compared the size that reduces described correction when high with the speed of a motor vehicle when the speed of a motor vehicle is low.

4. as the roll rigidity controller of each described vehicle in the claim 1 to 3, it is characterized in that,

Described transverse acceleration acquiring unit detects the actual transverse acceleration of the vehicle at center of gravity place, and calculate the estimation transverse acceleration of the vehicle at center of gravity place based on the deflection angle of the speed of a motor vehicle and wheel flutter, weight and the transverse acceleration of calculating the vehicle at described center of gravity place based on described actual transverse acceleration and described estimation transverse acceleration, and when the size of described actual transverse acceleration is big, hour compare the weight that reduces described estimation transverse acceleration with the size of described actual transverse acceleration.

5. as the roll rigidity controller of each described vehicle in the claim 1 to 3, it is characterized in that,

Described yaw speed acquiring unit detects the actual yaw speed of vehicle around center of gravity, calculate the estimation transverse acceleration of the vehicle at center of gravity place based on the deflection angle of the speed of a motor vehicle and wheel flutter, calculate described estimation transverse acceleration divided by the speed of a motor vehicle value be used as the estimation yaw speed of vehicle around center of gravity, and based on the weight of described actual yaw speed and described estimation yaw speed with calculate the yaw speed of described wheel around center of gravity, when the size of the actual transverse acceleration of the vehicle at center of gravity place is big, hour compare the weight that reduces described estimation yaw speed with the size of described actual transverse acceleration.

6. as the roll rigidity controller of claim 2 or 3 described vehicles, it is characterized in that,

Described transverse acceleration calculating unit calculates correction at the transverse acceleration of wheel location described before based on the distance of the vehicle fore-and-aft direction between the center of gravity of vehicle and the back wheel location and described vehicle around the yaw rate variations rate of center of gravity, calculates at the described correction of the transverse acceleration of wheel location afterwards around the yaw rate variations rate of center of gravity based on the center of gravity of vehicle and the distance and the described vehicle of the vehicle fore-and-aft direction between the preceding wheel location.